Locomotive



R. S; BATTLS.

LOCOMOTIVE.

3 Shets-Sheet 1.

(No Model.)

No. 455,154. PatentedJune 30,1891.

INVENTOR @6Kw t WTNESSS (No Mode.) 3 Sheets-Sheet 3.

R. S. BATTLES.

' LOCOMOTIVE.

NO. 455,154. PatefitedJune 30,1891.

WITNESSES A NV ENTOR UNITED STATES ATENT FFICE.

RUSH S. BATTLES, OF GIRARD, PENNSYLVANA.

, LOCOMOTIVE.

SPECIEICAIION forming part of Letters Patent No. 455,154, dated J une 30, 1891.

Application filed April 7, 1891. Serial No. 387,934. (No modal.) I

declare the following to be a full, clear, and ex-.

act description of the invention, such as Will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to locomotives; and it consists in certain improvemcnts in the construction thereot, as will be fully set forth,

and pointed out in the claims.

This invention is illnstrated in the accompanying drawings, as follows:

Figure 1 is a side elevation view of a locomotive containing my improvements. Fig. 2 is a top or plan view of the rnnning-gear of the locomotive With the boiler, engines, cab, &c.,removed. Fig. 3 is a longitudinal section view of the rnnning-gear, taken on the line 92 90 in Fig. 2. Fig. 4 is a top or plan view of the driving-gearing, asseen in Fig. 2, but much enlarged. Fig. 5 is an end elevation of the driving-gearing, looking from the line y y in Fig. 2, in the direction of the arrow.

Like letters refer to like parts in ail the figures, as follows:

Ais the boiler; A, the cab; A thetank and coal-box; A the main frame-wOrk of the loco motive; B, the wheels; B, the axles; 0, the engine-cylinders; 0, the cross-heads; C the connecting-rods; 0 the crank-disks; '0 the crank-shaft; D, the drive or main shatt; D, the univcrsal conplings in the drive-shaft; F, the gcar or pinions on the axles; F, the pinions on the drive-shaft; F the main drivinggear on the drive-shaft; F the drivinggear on the countershaft; G, the connter-shatt; H and Il, the drivinggears on the counter shaft; E and E .the driving-gears on the crankshatt, and E a sliding sleeve on the.

crankshaft carrying the gears E and E 0 0 are feathers on the crank-shaft, which fit in groovcs in the sleeve E.

J is a shifter, which movcs the sleeve E, and J a sliding block, which carries the shifter J.

I is a screw-shaft, which moves the block J; I, a worm-wheel on the screw-shaft I, and 1 a worm-shaft, which extends from the cab to the worm-whccl I.

The construction and operation are as follows, so far as relates to my invention: The engincs are placed on the sides of the boiler near the front end, and the crankshaft is placed below the boiler and at right angles thereto near the tire-box. Directlybelow the crank-shaft is placed a counter-shatt G, which is parallcl with the crank-shaft and at right angles to the main shaft D. On the countershaft are two driven gears H and H, of which H is of less diameter than H. On the crankshaft 0 is a sliding sleeve E, on which are two gear-whecls E E of which E is of mach greater diameter than E The sleeve E is feathered to the shaft 0 and is always moving with it. As shown in the drawings, in Figs. 2, 3, and 4, the sleeve E is in such a position on the shaft 0 as to bring the small gear E ingear with the large gear H on the connter-shaft, thus giving the couriter-shaft a less rapid motion than the shaft 0; but if the sleeve E was shifted so as to bring the large gear E into gear With the small gear H the counter-shatt G wonld havoa more rapid movement than the crank-shaft. The sleeve E is moved by a shifter J, which is attached to a sliding block J,which is moved by a screw-shaft I, and the screwshaft I is moved by a worm-shaft I Which extends from the cab and acts upon a worm-wheel I on the shaft I. The engineer in the cab, by rotating the shaft K onc way or the other, moves the sleeve one way or the other and brings the gear E or E into gear with the gear H or H, as he desireS, and thus regulates the speed of the counter-shaft, making it greater or less than the crank-Shaft, as he may clect. The main shaft D runs along over the axles B at right angles thereto and below thecounter-shaft G. This main shaft is provided at proper points with universal joints D, as is commonly clone in similar constructions, and is supported by crossboxes B on the axles. On cach axle is a 'driven gear F with skewcogs, and on the shaft D adjoining each axle isaskewpinion F. Thns motion frOm the shaft D is communicated to each of the axles simnltaneonsly. On the shaft G is a skew drivinggear F which engages with a skewdriven gear F on the shaft D. The motion is communicated from the coutershaft G to the main shaft D. It Wll therefore be seen that all the axlcs of the locomotive are driven and all 13119 wheels are drive-wheels, and that the speed with which they are driven can be changed by operating the worm shaft I without changing the speed of the cngines. This is important, for when it is necessary to asccnd a grade 01' draw an extra load the engineer can so skiff; t-he gcars that the locomotive wil1 run slow, while the angines may run at such Speed as to develop their maximum power.

WVhat I daim as new is- 1. In a locomotive, the combination, with the angines and crank-shaft O moved by said engincs, of the siiding sleeve E ou said shaft, means for moving said sleeve, the gears E E of diflerent diametcr on said s1eevc, the counter-shaft G, thc gears H and H ou said shaft, adapted, as shown, to consort, respectvcly, with the gears E and E the gear F on said countcrshaft,the gear F on the main- 1ine shaft D, 13116 gears F on said main shaft in proximity to the ax1es, and the gears F ou said axles, which gear with the gcars F.

2. In a locomotive, the combination, with the engines, of the crank-shaft 0*, the countcrshaft G, parallel with said crank-shaft, gearing for operauing said countcrshafz from said crankshaffi at different speeds, a mainlinc shaft at right angles to Said crank-shaft and counter-shaft and the axles of the wheels, which is locaucd midway between said wheels, gcaring on said conntcr-shaft for communicating powcr from the former to the latter,

and gearing on said main shaft and said axlcs for communicating power from the former to the latter.

3. In a locomotive, the combination, with the angines, of a crank-shaft C, a conntershaft parallel With said crank-shafb,a sliding slecve E on said crank-shafb, a shifter for moving said slccve, a screw-shaft for moving said shifter, gearing for moving sad shaft, which is operated from the cab, gears of diffcrent diameter on said s1eeve and on said counter-shaft, whcrcby the Specd of said counter-shafc may be made greater or less than said crank-shafu, a main-lino shaft, gearing for moving the same from said countershaft, and gearing on said main shafo and the axles for moving said axlcs from the main shaft.

4. In a locomotive, the combination of engines located on the sides of the bo1er at the front end, a crank-shatt located below the boilcr back of the angines, a countcr-shaft parallel With the crank-shaft and below the same, a main driving-shaft 1ocatcd midway bctwccn thc whecls below the conntershaft and at right angles to the samc, gearing for moving the counler-shaft, and gcaring for moving the main shaft from rhe connter-shaft.

In testimony whereof I affix n1y sign ature in prcsencc of two witnesses.

RUSH S. BATTLES. Witncsscs:

JNO. K. HALLOCK, WM. P. I'IAYES. 

